Keith Browning

That is what I resort to when they break up bad enough. You have to pull the oil rail and you can get right under the connector plug and push them out.

I looked at the 2012 I just had in and the filter was on top of the valve cover.

Correction I got 0.9!

Yes Mike, the 6 liters in the medium trucks were the International version though OASIS showed them branded a Power Stroke. I only had two come into my shop and neither required fuel system diagnosis. I am so familiar with the Ford version including the 4.5L both of which use an electric fuel pump that I made an automatic assumption. I shouldn't be surprised though as all medium duty engines use a mechanical pump. Even today in 2013 the Cummins ISB has a lift pump...

Well I'll be damned!

Nice but I can't remember the last time I needed to troubleshoot the harness in a truck. The breakout box will allow the technician to troubleshoot electrical problems without compromising the wiring harness. Really? Tell me there are still knuckleheads that don't use test pins!!! https://mercurymarinecds.spx.com/Display.aspx?t=53&p=46 For MUCH LESS than $595.00 you can buy a really nice set of test leads and test pins that you can use on everything, not just an IDM/FICM harness. Just sayin.

So my dealer is a medium duty truck dealer again... like we stopped working on them to begin with... and I had a 2012 6.7L Cummins in for it's first service. I have never been able to get the precious management in the company before it was sold to get real with serices and specifically the LABOR time we charge. So I am curius as to what other medium truck service departments are getting for a basic oil change, lube and vehicle inspection (like a QCI) add fuel dilters... add air filters. 0.4 hours just ain't right for a DOF and inspection which includes lubing the front end, setting tire pressures etc.

This thing has a mechanical fuel pump? In the past I have had issues with air locks after changing fuel filters on 6.0L engines. For me the "fix" has been to open the cap at the secondary filter which is followed by a pssssst sound. Reinstall the cap, cycle the key several times and the system fills and primes.

The filter assembly is bolted on top of the rocker cover assembly or more likely on the Ford medium duty it is bolted to the back of the engine on top. Real convenient! The crankcase filter has a maintenance interval at 120,000 Kilometers [75,000 Miles] or 2500 Hours. To get a part number you WILL NEED an engine serial number and need to know where on the engine it is located since there are two different versions. I don't know it is the same part for both. The ESN is on a decal on the engine, ECU or can be retieved with the Insite scan tool.

The 2010+ ISB has a coalescing filter but is now and open crankcase breather. The filter has a maintenance requirement.

In Europe it is rated at 197 HP and 347 lb.-ft. of torque although with Tier II/Bin5 tuning even with the SCR and DOC/DPF, expect a small fall-off from those healthy numbers. In Australia, the All-new Ranger equipped with the 3.2L I5 towed a 176 ton steam locomotive. Its fuel consumption in a combined cycle is among the leaders in this area, ranging from 28 mpgUS combined from the 4x2 to 24.5 mpgUS combined with the 4x4 model. Of course this is Australian fuel economy testing so knock off another 15% or more to "sort of" match up with ours? What it will provide however is exceptional fuel economy no matter how detuned it will be The 3.2L turbo diesel will features state-of-the-art piezoelectric fuel injectors fed through a high-pressure common rail fuel system, and advanced emissions technologies. Multiple injections within a single power stroke will lead to high power, low emissions, high fuel economy and reduced diesel clatter. Each injector nozzle has eight spray holes and can deliver up to five injections per combustion cycle. A pilot injection controls noise levels and a main injection is used for power generation. Tech Specs•Quick-start glow plugs that enable smooth and fast startups at temperatures down to 25 degrees F Durable, rigid sand-cast gray iron cylinder block •Aluminum cylinder heads with double overhead cams and four valves per cylinder •Advanced common rail piezoelectric fuel injectors that deliver multiple injections per stroke to improve performance and reduce NVH; maximum fuel pressure is 26,100 psi •Variable nozzle turbocharger with electronic actuation; maximum impellor speed of 197,800 rpm •First application of selective catalytic reduction for reduced nitrogen oxide emissions in a Ford van •Integrated diesel oxidation catalyst (DOC) and diesel particulate filter (DPF) to save space •Expected to be B20 biodiesel compatible Additionally, the engine features cast-aluminum, low-friction coated pistons with piston-cooling jets, which squirt oil on the underside of the pistons to keep the piston crowns cool under extreme operating conditions. Also included is a water-cooled high-performance electric-controlled exhaust gas recirculation valve that is better able to withstand coolant pressure drops. The 3.2L Power Stroke will be mated to the same 6R80 six-speed automatic transmission that Ford uses in the 3.5L EcoBoost equipped F-150. With a flat torque curve with 90 percent of its peak torque is available from 1,700 to 3,500 rpm, Transit will be able to effortlessly haul cargo and tow effortlessly. Ford says the 3.2L Power Stroke is manufactured at their Struandale Engine Plant in Port Elizabeth, South Africa. It will be exported to Ford’s Kansas City Assembly Plant in Claycomo, Mo. specifically for the all-new 2014 Transit.

The timing gears on the ISB are in front

This should help you. I attached the procedure from the Cummins workshop manual for a 2010 ISB 6.7L engine which as far as I am aware is "identical" to the Dodge engine for all intent and purposes. FYI: I highly recommend the use of UV tracer dye when diagnosing oil leaks. Add 3 ounces of dye to the engine oil and run it long enough to mix with the oil thoroughly and penetrate the leak. There is a plate on the back of the engine and there may be an oil galley plug that you will want to inspect.

It's nice havin a tool guy around eh?

Assuming this air ratchet is like any other wrench, those heads need some tension on them to work properly. I don't think they are supposed to be lubed. I might suspect wear is beginning to cause your ratchet to be like that. I know my Snap-On ratchets do that after a few years. My Snappy dealer cleans the head and shims the head to give it tension/resistance and they work like new again... only to gradually wear and loosen again.

Ah but look at it this way my friend, now you have a purpose. You can be the inspiration for our new motto: "The DTS, unfucking the industry one co-worker at a time."

What a shame that we have to fix the customer AND our service departments first before fixing trucks. Fortunately I have a Service Advisor that has a decent head on his shoulders and knows better than this. He knows better than to even write a repair order like this let alone bring it out to me. I hope you can eventually acheive the same with your writer(s) in your new dealership. Golly, I feel like a lucky man!

I love the 72 Nova!

I have had several off and they are not too bad. Remembering how it is routed can be a little tricky though. I also find that any plastic retainer on these engines suck from the hose ties to the sound sheild retainers that cover the injectors - have your parts department keep some in stock!

Oh it requires FORD to be cooperative as well! I had in the past reported a vehicles with a tuners, BLATANT neglect or abuse and Ford said "go ahead and repair it" so I gave up dealing with Ford on this. We have as a dealer denied repairing vehicles under warranty that WE determined were not eligible.

I wish I could remember and the last one I had the engine blew so it was more than just replacing the fuel system. Do understand that you have to replace EVERYTHING on the engine but don't forget to remove the fuel tank to rinse it out and dry it, replace the DFCM, replace the fuel cooler and the chassis lines can be rinsed out with water and blown dry

Larry!

I found it. 4,000 PSI is the opening pressure for the relief valve in the IPR valve.

I don't think the fact that these parts are "intended" for off road use is acceptable nor a valid exemption for removing or disabling emissions devices. The fact is that these vehicles, when they are designed and put into production they are certified for things like emissions compliance, safety and so on. Military vehicles, certain emergency vehicles and vehicles produced for export out of North America are certified for those specific uses. To the best of my knowledge, Ford or any other automotive manufacturer does not offer a "farm use" or "racing" vehicle that you can buy. Just because a car is driven rarely or to and from the race track for example is also not a good excuse in the eyes of the EPA. If it can and does go on the road it is subject to the laws. I think we are trying too hard to make up reasons to get around the law. We human beings need to accept the fact that none of us is more important than anyone else in this situation.

Anyone know how high the pressure should be with the HPOP dead headed and the IPR fully closed?